Vee engine

ABSTRACT

An internal combustion engine characterized by first and second cylinder blocks mounted in opposition to each other and having their central longitudinal axis forming a vee angle of at least 90* and less than 180*, the cylinder blocks and their respective heads being rotatable and enclosing first and second sets of pistons; the respective pairs of pistons in the first and second sets being aligned and rigidly connected together in bucking relationship at the vee angle. Each respective pair of rigidly connected pistons traverse an elliptical path as they rotate with and reciprocate within their respective cylinders, maintaining their same relative position of top-on-top. The vee engine has a plurality of respective inlet ports and means for effecting a combustible mixture within respective cylinders; ignition means for igniting the combustible mixture at a predetermined position and a plurality of discharge ports for discharging the combustion products. Also disclosed are specific and preferred structure and embodiments.

United States Patent [19] Turner Aug. 20, 1974 VEE ENGINE [21] Appl. No.: 251,317

[52] U.S. Cl 123/43 A, 123/32 A, 123/32 G, 123/32 JV, 123/71 R, 123/119 C, 91/500 [51] Int. Cl. F02b 57/06, F02b 3/02 [58] Field of Search 123/43 A, 43 R, 43 AA, 123/71 R, 32.1, 32 G, 32 JV; 91/500 [56] References Cited UNITED STATES PATENTS 2,417,253 3/1947 Jones 123/71 R 2,444,764 7/1948 Baker 2,511,992 6/1950 Quick 2,543,134 2/1951 Smith et al 3,557,761 l/l97l Wenzel 3,656,408 4/1972 Fox 91/500 FOREIGN PATENTS OR APPLlCATlONS 2,914 2/1914 Great Britain 123/43 A 1,001,757 2/1952 France 123/43 A 453,894 9/1936 Great Britain 123/43 A 450,507 3/1913 France 123/43 A A\r,&,,b, ,0, 3 g

t/s me 'x i/ i\-\\\\\ I I a LI/QI 6/ Primary Examiner-Carlton R. Croyle Assistant Examiner-Robert E. Garrett Attorney, Agent, or FirmWofford, Felsman, Fails & Zobal 5 7 ABSTRACT An internal combustion engine characterized by first and second cylinder blocks mounted in opposition to each other and having their central longitudinal axis forming a vee angle of at least 90 and less than 180, the cylinder blocks and their respective heads being rotatable and enclosing first and second sets of pistons; the respective pairs of pistons in the first and second sets being aligned and rigidly connected together in bucking relationship at the vee angle. Each respective pair of rigidly connected pistons traverse an elliptical path as they rotate with and reciprocate within their respective cylinders, maintaining their same relative position of top-on-top. The vee engine has a plurality of respective inlet ports and means for effecting a combustible mixture within respective cylinders; ignition means for igniting the combustible mixture at a predetermined position and a plurality of discharge ports for discharging the combustion products. Also disclosed are specific and preferred structure and embodiments.

19 Claims, 9 Drawing Figures VEE ENGINE BACKGROUND OF THE INVENTION 1. Field of the Invention:

This invention relates to an internal combustion engine. More particularly, it relates to a rotary vee engine employing internal combustion of a fuel for power.

2. Description of the Prior Art:

' A wide variety of internal combustion engines have been employed. For example, rotary engines were known in the latter half of the nineteenth century and today include modern engines, such as the Wankel engine. Beginning in the early part of the twentieth century, however, the conventional reciprocating engine began to assume dominance as the most practical ap proach, even though it was recognized that a large portion of the energy developed through combustion of the fuel was wasted in decelerating and accelerating the pistons on their reciprocating strokes. There is today an increasing concern for the pollution of the ecology by wasting fuel in expending unnecessary energy losses.

Structures similar to the structure employed in the vee engine of this invention were employed as what is commonly known as universal joints for transmitting force, as early as 1934. Moreover, similar structures were employed as pumps, compressors and fluidpowered motors in US. Pats; such as, Nos. 2,1 17,521; 2,175,444; 2,215,138; and 2,543,134; as early as 1938. As late as December 1971, an alleged new steam engine employing similar structure was described in Popu- Iar Science, at pages 48-49. These structures were unsatisfactory and inoperable as internal combustion engines.

It is desirable that an internal combustion engine have one or more, and preferably all of the following advantageous features not heretofore provided: (1) a smooth, relatively vibrationfree engine, (2) no energy lost in accelerating and decelerating reciprocatingly moving pistons, (3) multiple power take-off points, (4) a plurality of ignition systems optional, (5) pressure transfer from top dead center to a forward piston to take advantage of the available pressure to do work and increase the efficiency of the engine, (6) a centrifugal oil flow system that simplifies oil circulation, (7) an option of employing conventional supercharger and carburetion system, or compression of the air and fuel injection analogous to a diesel engine, (8) improved central fuel injection in which the fuel is moved outwardly through the air by centrifugal force to afford a more nearly uniform combustible mixture and exhaust through a peripherally disposed discharge port; and (9) high power-to-weight ratio. Insofar as I am aware, no one in the prior art has been able to build and operate an internal combustion engine employing the vee structure and having one or more of the advantages described hereinbefore.

Accordingly, it is an object of this invention to provide a rotary vee engine having one or more of the advantageous features delineated hereinbefore and obviating the disadvantages of the prior art internal combustion engines.

It is a particular object of this invention to provide a rotary vee internal combustion engine having all of the desirable features delineated hereinbefore.

These and other objects will become apparent from the descriptive matter hereinafter, particularly when taken in conjunction with the enclosed drawings.

BRIEF DESCRIPTION OF THE DRAWINGS:

FIG. 1 is a top plan view of one embodiment of this invention.

FIG. 2 is a partial side elevational view of a two cycle internal combustion engine in accordance with one embodiment of this invention.

FIG. 3 is a partial cross sectional view illustrating another form of means for effecting a combustible mixture in the cylinders in accordance with another embodiment of this invention.

FIG. 4 is a partial cross sectional view of a rotary vee engine employing fuel injection in accordance with still another embodiment of this invention.

FIG. 5 is an end view taken along the lines VV of FIG. 4.

FIG. 6 is a partial end view, partly schematic, of a cylinder head, illustrating the principle of operation of an embodiment conducting fire rearwardly to the following cylinder and pressure forwardly to a leading cylinder, in accordance with another embodiment of this invention.

FIG. 7 is a partial cross sectional view illustrating a preferred embodiment of this invention.

FIG. 8 is a partial end view, also partly schematic, of another cylinder head, illustrating still another embodiment employing a ring of tire for effecting the rearwardly and forwardly directed firing and pressure utilization, in accordance with still another embodiment of this invention.

FIG. 9 is a graph showing the plot of pressure versus position in degrees of rotation, showing lost potential work normal in the prior art.

DESCRIPTION OF PREFERRED EMBODIMENTS:

Referring to the plan view of FIG. 1, a rotary vee engine 11, in accordance with an embodiment of this invention, is mounted on base 13. The vee engine 11 will be mounted wherever it is being employed to deliver its power in normal useage, rather than on a simple base 13 as illustrated. The vee engine 11 may be employed to deliver power to transmissions or any other applications where the conventional reciprocating internal combustion engines have been employed. The vee engine 11 includes outer housing 15 having right and left casings 17 and 19. The casings 17 and 19 are finned to help increase the transfer of heat away from the vee engine ll. Disposed interiorly of the housing 15, and not illustrated in FIG. 1, are the respective components of the vee engine 11. These components will be enumerated only with respect to FIG. 1 and will be described hereinafter with respect to other views; such as, FIGS. 2 and 4. The components comprise first and second cylinder blocks rotatable about their respective central longitudinal axes and having radially spaced parallel cylinders; first and second sets of pistons disposed in the respective cylinders so as to move in a generally elliptical path, simultaneously reciprocating within the cylinders; a plurality of respective inlet ports and first means for effecting a combustible mixture within respective cylinders, at least by the time the cylinder attains a predetermined first position; ignition means for igniting the combustible mixture at a predetermined second position; and a plurality of discharge ports for exhausting combustion products at a predetermined third position. The ignition means includes at least one externally operable ignition means 25 for initiation of combustion. The vee engine 11 has first and second cylinder heads 21 and 23 connected respectively with the first and second cylinder blocks and rotatable therewith.

The vee engine 11 has respective power shafts 27 and 29 that are connected with respective torque output means; such as, gears or flanges. In the FIGS. the torque output means are illustrated as gears 31 and 33, connected with their respective shafts so as to rotate in unison therewith. For example, the respective gears 31 and 33 may be keyed by key and slots; have coengaging splines; or otherwise be affixed to the respective shafts 27 and 29. Shafts 27 and 29 are provided for supply of fuel, such as gasoline, for combustion and oil for lubrication. Specifically, the shafts 27 and 29 have interiorly disposed conduits and passageways for conducting the respective fuel and oil liquids to the vee engine 11. Gasoline is supplied through fuel lines 39 and 41 to rotary couplings 43 and 45 at each end of vee engine 11, and thence through the couplings to ports in the shafts 27 and 29. The rotary couplings are conventional and, as is known, provide a means for connecting a stationary port with an opening, or entry, to a passageway or conduit in a rotational member, analogous to brushes and slip rings for making electrical interconnections between a stationary conductor and a rotating conductor. In like manner, oil is supplied by way of oil return conduits 47-49 to the end plates 187 of the outer housing and, thence, to its passageway within shafts 27 and 29 by way of a rotary coupling arrangement in the centrifugal oil circulation system, which will become clear from description later hereinafter.

Before considering operation of the improved embodiment of FIG. 1, it is believed helpful to consider the more basic aspects of the invention, as embodied in earlier and somew hat simpler prototypesisuch asillustrated in FIG. 2. These simpler prototypes illustrate the principle of operation. Referring to FIG. 2, the housing 15 of vee engine 11 houses first and second cylinder blocks 55 and 57. First and second cylinder blocks 55 and 57 are rotatable about their respective central longitudinal axes. The first and second cylinder blocks 55 and 57 each have a plurality of radially spaced, substantially parallel cylinders 65 and 67 arranged for rotation about the respective central longitudinal axes. The open ends of the respective aligned pairs of cylinders 65 and 67 are disposed toward each other in bucking relationship such that their longitudinal axes make the vee angle a therebetween. The vee angle a is at least 90 and less than 180 to enable producing useful power output. An intermediate piston 59 is shown displaced 90 with respect to pistons 69 and 91. Each cylinder block has bearing means, such as bearings 61 and 63, providing at least two spaced apart support points for stability during rotation. Specifically, the bearing means 61 and 63 stabilize the cylinder block against unbalanced forces created by the firing of a combustible mixture against the face of the respective pistons and due to the elliptical path traversed by the pistons as the cylinder blocks rotate. The bearings afford a thrust base to sustain the cylinder blocks and heads in place such that the force developed by the internal combustion acts on the cylinder heads and the pistons to force them apart by rotation of the cylinder blocks.

The first and second sets of pistons 69 and 71 are disposed in the respective sets of cylinders. The pistons and top of their enclosing cylinders move apart and toward each other as the angular displacement changes. Thus, while the pistons do not actually reciprocate in their elliptical path of travel they do effect a sort of reciprocal motion with respect to their cylinders as a function of the angular displacement. Accordingly, the conventional terminology of the pistons reciprocating within their cylinders is employed herein to convey to the reader the sense of what is occuring in' the vee engine 11. A pair of aligned pistons, such as pistons 69 and 71, are connected together, as by interconnector 73, in bucking relationship with the central longitudinal axes intersecting at the vee angle or. As illustrated, the pistons 69 and 71 and interconnector 73 are of unitary construction such that the pistons are rigidly connected together. Each respective pair of rigidly connected pistons traverse an elliptical path as they rotate with and reciprocate within their respective cylinders as the cylinder blocks rotate. Each pair of rigidly connected pistons, however, maintain their same relative position of top-on-top as they rotate with and reciprocate within their respective cylinders. This ability to retain the same relative position is inherent in the design of the opposed pistons rigidly connected together at the vee angle.

In the embodiment of FIG. 2, the first and second cylinder heads 21 and 23 are simplified, compared to FIG. 1. The first and second cylinder heads are connected, respectively, with the first and second cylinder blocks 55 and 57 and are rotatable therewith. The connection is made by way of recessed bolts engaging threaded sockets, which happen not to be shown in the cross section illustrated, but which are conventional and need not be described further. Metal-to-metal contact between the respective cylinder heads 21 and 23 and the cylinder blocks 55 and 57 was employed in the early models, since there was no relative rotation therebetween. Seals or gaskets can be employed, if desired; and were employed in the later models, as will become apparent from FIGS. 4 and 8, described later hereinafter.

A plurality of inlet ports 75 and 77 and respective first means were provided for effecting a combustible mixture within respective cylinders atop the respective pistons therewithin by the time the respective pistons and cylinders had attained a predetermined first position, such as near the zero degree dead center position. The zero degree dead center position is analogous to the top dead center position of a piston in a reciprocating internal combustion engine. Consequently, conventional nomenclature of top and bottom dead center positions will be employed herein where it is deemed helpful in understanding the descriptive matter, regardless of the physical position of the engine. The top dead center position is illustrated by pistons 69 and 71 in FIG. 2. As illustrated in FIG. 2, the vee engine 11 is a two cycle internal combustion engine in which a gas-air mixture at superatmospheric pressure is provided by way of passageways 79 and 81. The combustible mixture of gasoline and air may be provided by conventional supercharger and carburetor and supplied by way of plenums 83 and 85 sealingly connected with the walls of the passageways 79 and 81, as by seals, such as O-rings 87 and 89. Thus, in the simple embodiment of FIG. 2, the first means for effecting a combustible mixture comprises the respective passageways 79 and 81 connected with their respective supercharger and carburetors, as is conventionally employed in the large two cycle engine. The injection of the combustible mixture is effected when the piston reaches its bottom dead center position, as illustrated by pistons 91 and 93, uncovering the respective inlet ports 75 and 77 leading to cylinders 65 and 67. This allows the superatmospheric pressure in passageways 79 and 81 to force the combustible mixture into the respective cylinders 65 and 67 atop the pistons 91 and 93, simultaneously scavenging combustion products out discharge ports 101 and 103, described later hereinafter. Upon further rotation, the pistons 91 and 93 move toward the respective cylinder heads, closing off the inlet ports and compressing the combustible mixture as the piston moves toward top dead center.

The ignition means for igniting the combustible mixture at a predetermined second position, such as near the top dead center position, comprises conventional spark plugs 95 and high voltage electrical system including harness and conductor 97. Specifically, the conductors 97 may be suitably connected with a high voltage source such that when the respective spark plugs 95 pass adjacent the conductor 97, electricity sparks across the gap 99 between the prongs of the grounded spark plug 95, igniting the combustible mixture. Several high voltage sources are conventional in the automobile market today, as well as in other art. For example, a capacitor can be employed to store about 20,000 volts generated by the collapsing field of a coil, or transformer, wherein the secondary has a large number of windings compared to the primary. The primary may be supplied with a discontinuous voltage such as that effected by breaker points connected serially with the primary and a 12 volt battery. On the other hand, suitable electronic solid state components, with or without transformers, are available to serve as the high voltage source.

A plurality of respective discharge ports 101 and 103 are provided for exhausting the combustion products at a predetermined third position, such as near the lowermost traverse, or bottom dead center position, of the piston in its respective cylinder. As illustrated, the respective discharge ports 101 and 103 are connected to the exterior of the vee engine by suitable passageways 105 and 107, illustrated in dashed lines. In the prototype, the discharge ports 103 and passageway 107 were formed in the cut away portion, but are illustrated in FIG. 2 for clarity, there being no significant difference in which half of the cylinder blocks, the discharge port and passageway are formed.

The respective cylinder heads 21 and 23 are connected with the torque output gears 31 and 33 for delivering power to perform useful work, such as by way of connection with a transmission or the like.

The operation of the embodiment of FIG. 2 may be compared directly with operation of conventional two cycle reciprocating engines, although the power output thereof, in terms of horsepower per unit weight, is much greater than the conventional engine. Specifically, the combustible mixture is supplied by suitable supercharger and carburetion apparatus through passageways 79 and 81, through inlet ports 75 and 77 into the cylinders 65 and 67. Further rotation causes pistons 91 and 93 to close the inlet port, compressing the combustible mixture as the cylinder blocks 55 and 57 rotate. Upon the passage of the spark plugs 95 adjacent the conductor 97, spark plug 95 tires, igniting the combustible mixture. The combustible mixture is burned rapidly, delivering a high pressure and power in the small volumetric space intermediate the top of the respective pairs of pistons and their respective cylinders. The pressure generated forces the piston and the cylinder head apart. Since the cylinder head is fixed in space with respect to the cylinder block inside the-housing 15, the only way for the piston and cylinder head to move apart is by rotation of the cylinder blocks. Consequently, the pressure energy is converted into rotational motion by forcing further rotation of the cylinder block to effectively move the pistons 69 and 71 away from the respective cylinder heads 21 and 23 toward the bottom dead center position, illustrated by pistons 91 and 93 in cylinders 65 and 67. This forced rotation of the cylinder blocks each time a pair of pistons and cylinders are fired, delivers power by way of the cylinder heads 21 and 23 to the torque output gears 31 and 33 connected therewith so as to rotate in unison therewith. The early prototypes, illustrated in FIG. 2, demonstrated that a commercial embodiment could be built, contrary to advice given me by engineers with whom I discussed the concept.

To alleviate having to employ an external supercharger, a two stage piston may be employed, as illustrated in FIG. 3. In FIG. 3, the two stage pistons 109 and 111 receive the incoming combustible mixture through inlet aperture 113, compress it and pass the combustible mixture upwardly through the passageway 115 in the shroud 117 and then through an inlet port in the cut-away portion (not shown). The incoming combustible mixture also scavenges out the products of combustion through discharge port 103 until the respective piston covers up the discharge port. Thereafter, the combustible mixture is compressed; and ignited when its respective spark plug passes the conductor 97, as described with respect to the embodiment of FIG. 2. Otherwise, the operation of the embodiment of FIG. 3 is the same as described hereinbefore with respect to FIG. 2, the combustible mixture being brought in through suitable manifold 119 and carburetor (not shown), without requiring a supercharger.

Because of the construction and the sequential firing order of the vee engine of this invention, it is possible to employ a continuous fire system as a portion of the ignition means and not have to rely upon conventional spark plugs in each cylinder. FIG. 4 illustrates an embodiment incorporating the continuous fire ignition means, as well as other improvements. Referring to FIG. 4, the vee engine 11, per se, will be described, since the accoutrements are essentially the same as those illustrated in FIG. 1. Moreover, only the left half of the engine has been shown in cross section, the right half being a mirror image thereof. Referring to FIG. 4, each cylinder block 55 has its cylinder head 21 and its cylinders 65 disposed as described hereinbefore with respect to FIG. 2. Each cylinder block 55 is rotatably mounted on master central support 59 by way of spaced apart bearings 61 and 63 for the requisite stability during rotation. There are additional respective sets of pistons such as the pistons 69 and 91 disposed in the respective cylinders. Any number of pistons may be employed, depending upon the smoothness of operation and power desired. The vee engine 11 of FIGS. 4 and 5 has eight pairs of pistons, each pair of pistons being disposed 45 with respect to its adjacent pair. If desired, the vee engine 11 may be constructed with as many' as 16 or more pairs of cylinders and pistons therein, for smooth operation and high power output. Each of the respective pistons has a cylinder sleeve 125 disposed thereabout. Each sleeve 125 has an inlet port 75 and inlet passageway 135, dashed lines, connecting with manifold 137. As illustrated in FIG. 5, the inlet passageway 135 extends downwardly and then laterally as passageway 139, dashed lines, that aligns with the inlet port 75 near bottom dead center position for the introduction of a fresh charge of air to scavenge out the products of combustion by way of discharge port 101. Each cylinder sleeve 125 has an end plate 127, FIG. 5, that defines an aperture 133. Each end plate 127 abuts a seal plate 129. Each seal plate 129 has an aperture accommodatin'g the discharge portion of a fuel injector 131 and a discharge port 101. The discharge port 101 is connected with a discharge manifold 147 by way of discharge passageway 149. The seal plate may be made of conventional low friction materials having the requisite resistance to high temperature combustion products, thrust forces, and the like. For example, carbon seal plates may be employed, but preferably the seal plates comprise low friction, heat-resistant alloys; such as, the cobalt-molybdenum-silicon alloy marketed under the tradename LP" by DuPont Company. The aperture 133 of the end plate 127 aligns with the fuel injector for injecting fuel near the top dead center position, illustrated by the position of the sleeve 125 surrounding the piston 69. On the other hand, the aperture 133 will align with the discharge aperture 101 at the appropriate position; such as, at bottom dead center illustrated by the sleeve 125 surrounding the piston 91. The respective sleeves are fitted to their interiorly disposed pistons in reciprocal sliding relationship, but are keyed together so as to retain the same relative position of top-on-top, as described hereinbefore with respect to the pistons. This maintenance of the same relative position of the respective sleeves 125 enable the proper opening of the apertures 133 to receive fuel and to discharge the combustion products at the appropriate position and eliminates having to provide cams, valve lifters, valves and the like as in a conventional engine. The housing encloses the vee engine 11 and has three main parts, including the casings 17 and 19. The respective power shafts, such as power shaft 27, protrude outwardly to be connected with the respective torque output means (not shown in FIG. 4), as described with respect to FIG. 1. FIG. 4 illustrates the hollow shaft construction enabling the provision of a fuel conduit 121 interiorly of an annular passageway 123, as implied in the description of the embodiment of FIG. 1.

In the embodiment of FIG. 4, an axial flow compressor 141 provides air at superatmospheric pressure to enhance the scavenging of the combustion products and increase the efficiency of the vee engine 11. Specifically, stationary vanes, or stators, 143 are connected with the casing 17 of the outer housing 15. Rotating vanes, or rotors, are attached to the cylinder block 55 so as to rotate therewith and compress the air, simultaneously moving it axially of the compressor 141. The axial compressor 141 moves more air than is necessary for intake air. The excess air is employed to flow about the cylinder block (air flow passageways not shown) for effecting cooling thereof. The superatmospheric pressure is maintained by conventional back pressure regulator (not shown). Expressed otherwise, the axial flow compressor 141 provides air at a superatmospheric pressure in the manifold 137 and the respective inlet passageways 135, the remainder of the excess air passing through a back pressure regulator and flowing around the engine for cooling.

The means for providing a combustible mixture within the respective cylinders comprises, in addition to the compressor and inlet ports for introducing air, a fuel system and a fuel injector for introducing the fuel. Specifically, the fuel conduit 121 is connected with the fuel line by way of passageways 118 in rotary coupling 43. The fuel conduit 121 traverses centrally interiorly of shaft 27. The fuel conduit 121 is connected with a fuel manifold 151. The fuel manifold 151 has a central recess and a plurality of tributaries 153, dashed lines, connected with each of the fuel injectors 131. As illustrated, the fuel tributaries 153 comprise grooves formed into the bottom of the head 21 and sealed against the cylinder block 55, terminating in respective passages and ports at the fuel injector ports. The fuel injectors 131 are emplaced in their fuel injector ports with their inlet passages sealingly engaging the ports and passages of the fuel tributaries 153. To effect injection of the fuel by a reciprocally movable plunger 157 of each fuel injector 131, a cam 159 is provided at the appropriate point. As illustrated, the cam 159 is lo cated near top dead center position. The cam 159 has an inclined approach such that the plunger 157 will be depressed to inject the fuel as the respective cylinder and fuel injector 131 is rotated past the cam 159. I have found it advantageous to control the speed of the en gine by throttling with the cam 159. Specifically, the cam 159 may be moved interiorly by means of control shaft 161 to effect a longer stroke on the fuel injector for injecting more fuel and attaining greater power output of the vee engine 11. Conversely, the cam 159 is retracted outwardly by means of control shaft 161 for lessening the interior protrusion for injecting less fuel by means of the respective fuel injectors 131. The cam 159 is nonrotatably mounted in its housing 163, as by key and groove, but is reciprocally movable therein. Thus, the control shaft 161 may be rotated by throttle connection for moving the cam 159 interiorly for greater fuel injection, or retracting it outwardly for lesser fuel injection. If it is desired to kill the engine, the cam 159 is retracted so no fuel is injected and power ceases to be delivered by the vee engine 11, which comes to a stop. Thus, in normal operation, the respective fuel injectors 131 encounter the cam 159 near the top dead center position to inject fuel at the same time that their respective apertures 133 of end plates 127 are aligned therewith. Consequently, fuel is injected interiorly of each cylinder between the cylinder sleeve and the piston 69 to form the combustible mixture with the previously compressed air.

The vee engine 11 of FIG. 4 employs a continuous fire system for ignition of the combustible mixture within the respective cylinders. A single spark plug or glow plug in each cylinder block adjacent suitable electrical conductor connected with a high voltage source is employed for initiating combustion, to start the engine. Thereafter, the fire is transferred backwardly to the following cylinder having its combustible mixture ready to be ignited. The system can be seen in FIG. 5. This continuous fire system is not analogous to a diesel cycle; since gasoline has a pre-ignition, or detonation, probability when operated in a conventional diesel cycle. In the vee engine 11, the air is compressed and the fuel injected near top dead center. The single plug in each cylinder block fires one cylinder in each end of the vee engine to start the combustion. Thereafter, fire is moved to the following combustible mixture by the apparatus described hereinafter. Intermediate each cylinder in the cylinder block there is provided a small passageway 165 communicating with each cylinder 65. Each cylinder sleeve 125 has a pair of properly oriented passageways 167 and 169. The top cylinder 65a, FIG. 5, having its combustible mixture ignited and burning, will have its passageway 169a aligned with the passageway 165a and the passageway 167b of the cylinder 65b to transfer fire into the cylinder 65b for igniting the combustible mixture therewith. As each sleeve 125 rotates further, alignment of the passageways is terminated. As can be seen at the bottom, the passageways are also aligned near the bottom dead center; but it is of no consequence, since the cylinders and their respective pressures are relatively inert at that point.

The lubrication system of the vee engine 11 involves a centrifugal flow of oil through the engine. Specifically, the oil inlet passageway 123 is connected with the oil return conduit 48 by way of passageways 120 extending through bearing 191, forming a rotary coupling means with respect to shaft 27. The oil inlet passageway 123 extends into a large oil reservoir 171 located centrally of each cylinder block. A plurality of radially extending passageways 173 are connected with the oil reservoir 171 such that oil will flow outwardly under centrifugal force and pressure through the passageways to the exterior of the respective sleeves 125. Each sleeve 125 has a spiral groove (not shown) to assist in flow of oil thereabout to maintain low heat and friction between each respective sleeve 125 and its cylinder block, such as cylinder block 55. Seals, similar to piston rings 175, prevent flow of oil to the end plate 127, whence it could enter the aperture 133. Each sleeve 125 has ports (not shown) below the stroke of the piston and opening into the piston section to allow lubrication of the exterior surface of the piston, between the piston and the sleeve 125. Any excess oil in the oil reservoir 171 flows through the bearings 61 and 63 of the master central support 59 for lubrication. Oil flows interiorly of the housing either through bearings 61 and 63 or around the respective sleeve 125. As it leaves the cylinder block, the oil will be thrown to the outside by centrifugal force, striking the surface 179. The surface 179 is inclined peripherally such that centrifugal pressure causes the oil to flow toward impeller 181. Thus, the impeller 181 actually forms a large diameter centrifugal oil pump, that can establish relatively high pressure on the oil in this area. The oil may be discharged through passageways 183 and through appropriate fittings and oil return conduits, such as 47-49 of FIG. 1. Appropriate oil coolers may be inserted for cooling the oil before it is circulated back to the intake oil passageway 123 in the respective power shaft, such as shaft 27. This continuous flow system employs the rotation of the cylinder blocks to create the pressure. By employing a closed housing 15, a minimal amount of seals are required, as around the respective cylinders and at the respective rotary couplings, such as rotary couplings 51 and 53 of FIG. 1.

In operation, the vee engine 11 of FIG. 4 compresses air by axial flow compressor 141 to build a superatmospheric pressure in manifold 137. Air flows down through passageways 135 and in each inlet port 75 that is open in each end, as by the piston 91 being at its bottom dead center position. The inflowing air scavenges out the combustion products via aperture 133, discharge port 101, discharge passageway 149 and discharge manifold 147. As the cylinder block rotates further, the piston 91 moves reciprocally upwardly within the cylinder sleeve 125 and cylinder 55, compressing the air. At a point just before top dead center, such as illustrated by cylinder b in FIG. 5, fuel is injected through aperture 133 which has now rotated into alignment with the fuel injector 131. The fuel injection is effected by the camming of plunger 157 onto cam 159. The plunger 157 is moved inwardly to inject the indicated amount of fuel to form the combustible mixture. Ignition of the combustible mixture is effected by alignment of passageways 169a, 165a and 167b to transfer fire from the preceeding cylinder 65a, FIG. 5. Thus, a continuous fire is maintained while the engine is running. The single plug in each cylinder block is only necessary to start the engine, as indicated hereinbefore. The pressure developed by ignition of the combustible mixture is spent creating rotational motion; which, as described hereinbefore, is the only way that expansion can occur. As the cylinder block 55 rotates, the respective pistons, such as piston 69, move reciprocally downwardly within respective cylinder sleeves 125, doing useful work in response to expansion of the combustion products effected by ignition of the combustible mixture. The rotating cylinder block and cylinder head deliver power via respective power shaft, such as power shaft 27, to respective torque output gears, such as torque output gears 31 and 33, FIG. 1. When'the aperture 133 aligns with discharge port 101, the expanded products of combustion are discharged. As the inlet port is uncovered, the fresh charge of air scavenges out the combustion products, introduces a fresh air charge, and the cycle is completed.

Lubrication is effected as described hereinbefore by oil flowing centrally into the oil reservoir 171 and then centrifugally outwardly to lubricate the respective parts and thence to surface 179 and impeller 181. Thereafter, the oil is circulated as described hereinbefore.

This operational description is also accurate for the embodiment-illustrated in FIG. 1. In FIG. 1, there is illustrated the single spark plug wire for effecting initial ignition during starting, although the respective fuel injectors and injector housing 163 are not illustrated in FIG. 1, being behind the respective cylinder heads 21 and 23 in FIG. 1.

FIGS. 6 and 7 show partial views, in plan and cross section, respectively, of an improved version of the embodiment of FIG. 4. The effects of centrifugal force is obtaining the combustible mixture was stronger than expected. It was found that locating the exhaust port 101 exteriorly of the fuel injector 131, FIG. 7, resulted in the passage of the gasoline, or fuel, into the cylinder through the aperture 133 at near top dead center and admixing more thoroughly with the air as the gasoline was slung to the outside by centrifugal force. Thereafter, when, following combustion, the aperture 133 was aligned with the discharge port 101, as illustrated in FIG. 7, the combustion products were also scavenged more efficiently. Moreover, moving the fuel injector 131 interiorly shortened the paths necessary for distributing fuel thereto, simultaneously simplifying the formation of discharge passageways 149 and discharge manifold 147. As illustrated in FIG. 7, the outer housing is broken away for simplicity of illustration. The cylinder head 21 and the cylinder block 55 are still connected together so as to rotate in unison within the housing. An end cap 187 protects the protuberances, such as the fuel injector valves, as they rotate. As can be seen in FIGS. 4 and 7, the end cap 187 also houses bearing means, such as bearings 191, in which the power shafts, such as power shaft 27, are joumalled.

To simplify construction of the cylinder block 55 and prevent having to form L-shaped air inlet passages therethrough, as well as alleviate problems with oil seeping past the seals and into the inlet port 75 of the embodiment of FIG. 4, hollow pistons are employed for air intake. The respective pairs of opposed pistons may be interconnected near the midpoint of their interconnector at the predetermined angle a by suitable means, such as bolts 21.3, if desired. As illustrated in FIG. 7, the piston 91 has an air passageway 193 interiorly thereof. The housing in the embodiment of FIG. 7 is pressurized and the air in the crankcase area 195 enters through the aperture 197. The housing may be pressurized by means of a conventional blower; or the axial blower 141 may be employed, with appropriately located plenums, ports and the desired angle of the rotors and stators, to pressurize the housing 15. Specifically, air passageways may be formed in communication with an air intake manifold 137 to effect a superatmospheric pressure in the center cavity 195; which is, in a sense, analogous to a conventional crankcase; the passageways traversing the cylinder block longitudinally intermediate respective cylinders to facilitate using axial compressors installed as illustrated in FIG. 4. The air passageways may be bored, or cast, as straight passageways directly through the cylinder block 55 economically, and without significant additional cost. On the other hand, reverse flow of air with the axial compressor, or a separate supercharger, or blower, can be employed if desired. The air traverses upwardly through the piston and is discharged by way of piston passageway 199 and into shroud 201. The shroud 201 is press fitted onto the exterior of the sleeve 125 to eliminate any possibility of oil leaking into the air inlet passageway and interiorly of the cylinder sleeve 125. The shroud 201 has an annular space 203 connected with a plurality of inlet apertures 75 for admission of the air when they are uncovered by the piston 91, as illustrated. The incoming air at superatmospheric pressure then scavenges the products of combustion out of aligned aperture 133 and discharge port 101; and is, in turn, compressed as the piston 91 covers up the intake apertures 75 and the sleeve 125 rotates to close the discharge aperture 101 by rotation of the aperture 133 out of alignment therewith. As described hereinbefore with respect to FIG. 4, fuel is injected by the fuel injector 131 at the proper position, as adjacent top dead center, indicated by cylinder 651), FIG. 6. At this point fuel is injected into the cylinder 65b and is slung outwardly to admix with the air to form a more nearly uniform combustible mixture.

As can be seen in FIG. 6, the cylinder head 21 contains a plurality of relatively flat passageways 207 in which are disposed the fuel injectors 131 and extending at a radially inclined angle so as to interconnect apertures 133 for transference of the continuous fire rearwardly in effecting ignition of the combustible mixture. The flat passageway 207 may be milled or otherwise formed into the face of the head and sealed against the end plate 127 of the cylinder sleeve 125. As can be seen in FIG. 6, the passageway 207a interconnects the lead cylinder 65a in which the combustible mixture is burning, with the following cylinder 650 to initiate combustion of the combustible mixture therein. Thus, an angle of advance ,8 is effected with respect to the top dead center radial 209. In the embodiment of FIG. 6, however, another significant improvement in efficiency is effected by transferring the pressure forwardly where it has a useful moment arm. As illustrated in FIG. 9, the pressure in an ordinary internal combustion engine will climb rapidly once the combustible mixture is ignited and reaches a peak while the piston is. at top dead center with no effective moment arm so that a great deal of the work potential is not realized. This wasted work potential is designated 211 in the hatched area of FIG. 9. In the embodiment of FIG. 6, flat passageway 207b conducts the pressure forwardly to a piston having an effective moment arm because of its displacement from top dead center to use this pressure that is normally wasted as heat energy or the like. Specifically, the flat passageway 207b interconnects the two entry ports 133a and 13317 to effect a distribution of the pressure forwardly to the adjacent cylinder 65d. Thus, an angle of pressure advance 0, or pressure transfer is effected with respect to the top dead center radial 209. Following combustion, the further rotation of the cylinder sleeve 125 will align the aperture 133 with the discharge port 101 to allow the products of combustion to be exhausted. Once the entry ports are uncovered, a fresh charge of air is introduced and the cycle repeated.

The illustration in FIG. 6 does not have the exhaust port 101 superimposed thereon, since it is believed adequately illustrated in the cross sectional view of FIG. 7. FIG. 6 illustrates how the flat passageways link together respective ports 133 at certain positions within certain angles, and how they are closed the remainder of the time. This allows employing a constant fire ignition system and transfers pressure to cylinders having an effective moment arm to provide more torque power to the cylinders after top dead center. The partial plan view of FIG. 6 is somewhat schematic to simplify presentation and ensure reader comprehension of the principle involved, without being embellished by mechanical details. The angle with which the respective flat passageways 207 are disposed with respect to their central radial will be determined by the timing de sired. The timing, in turn, will be dependent upon the degree of anti-pollution, compression ratio and the like which are employed and are best arrived at by specific tests for the application for which the internal combustion engine will be used. It can be seen that the ports 133 enter into communication with the flat passageway 207 for ignition just before top dead center and stay in communication therewith to provide an opening all the way down to the end of the angle of pressure transfer, illustrated by cylinders 65d.

The lubrication system of the embodiment of FIG. 7 has been improved by the provision of a plurality of radially extending passageways 173, 215, 217 and 219 for the centrifugally outward passage of the oil from the reservoir 171, FIG. 4. The oil is thus distributed to annular chambers, such as annular chamber 221 disposed about the cylinder sleeve 125. No exit is provided, pr se, for large flow of oil; but the general flow is longitudinally of the cylinder sleeve 125, through a small weep passage (not shown) about the shroud 201 toward the bottom of the cylinder sleeve. Weep passages-Q23 are provided for lubricating the exterior surface of the piston 91 intermediate it and cylinder sleeve 125. Suitable seals, such as piston rings 225, are employed to prevent leakage of the oil interiorly of the cylinder sleeve atop the piston 91.

As illustrated, an auxiliary thrust surface 227 is employed to reduce the pressure on the face of the seal plate 129 to prevent a build-up of too much pressure on the seal plate 129 with concomitant increase in heat. As illustrated, the auxiliary thrust surface is an integral part of the cylinder sleeve 125, being cast together such that its outer lip rides on the bearing 229.

A key and retainer 231 are disposed in keyway 233 to maintain the sleeve in the same relative position as is its piston in order to effect rotation of the end plate 127 relative to cylinder head 21, as described hereinbefore. The oil impeller 181 picks up the excess oil caught by surface 179, similarly as described hereinbefore with respect to surface 179 of FIG. 4.

The embodiment of FIG. 7 operates substantially as described hereinbefore with respect to FIG. 4; except as delineated and described with respect to FIGS. 6 and 7. The pressure transference is particularly noteworthy in increasing the efficiency and performance of the latter.

FIG. 8 illustrates another embodiment in which a circular groove 237 is provided to retain a ring of fire around the cylinder head 21. As soon as the aperture 133 moves into communication with the ring of fire, i1- lustrated by cylinder 65b, ignition of the fuel in the combustible mixture is effected. This ignition may occur earlier with this embodiment to effect the angle of advance ,3 as indicated in FIG. 8. The circular groove 237 also effects interconnection between the respective cylinders as pressure builds such that pressure is transferred from the cylinder 65c, having peak pressure, into the cylinder 65a for more effective use of the pressure because of the greater effective moment arm. At the point at which the cylinder 65d has moved its aperture 133 out of communication with the circular groove 237, the transference of pressure is stopped. A conventional expansion and discharge of combustion products occurs as the cylinder block 55 rotates further, in accordance with the previously described embodiments. Thus, an angle of pressure transfer is effected by the circular groove 237. The embodiment of FIG. 8 is advantageous in construction and easily effecting somewhat earlier ignition, but has the difficulties of creating a greater tendency to heat the cylinder head 21.

The use of the previously described cobaltmolybdenum-silicon alloy LP on surfaces exposed to the flame enable contending with this heating problem. Moreover, the LP alloy has an extremely low coefficient or friction against cast iron or hardened steel and can be employed to enhance the resistance to galling and facilitate long wear with minimal lubrication.

If desired, the direction of flow during scavenging of the combustion products from the respective cylinders may be reversed. This is effected by changing the discharge manifold 147, discharge passageway 149 and discharge port 101 to, respectively, intake manifold, passageways and ports; similarly as described with respect to intake manifold 137, FIG. 4. With this change, the combustion products are vented through inlet port 14 75, now converted to a discharge port, annular space 203 in shroud 201 and, thence, through piston passageways 199 and 193, and aperture 197 to center cavity 195. The combustion products will then be discharged from center cavity 195 to the atmosphere. The incoming air or excess air may be flowed through or around the respective cylinder blocks for cooling. The combustion products may be treated to reduce pollution.

Once the principle of this invention has been demonstrated, as l have done, several specific embodiments involving mechanical equivalents can be employed, and such equivalents are within the scope of this invention. The particular structure and materials of construction that are conventionally employed in this art may be employed herein, although the new alloy LP has afforded an additional degree of freedom in creating long-wearing parts for the engine.

Although the embodiments described hereinbefore have practical advantages, the vee engine 11 can be constructedwith conventional valves and stationary cams, if desired, for the respective inlet and discharge ports. Also, the vee engine 11 can be manufactured as a 4-cycleengine instead of the 2-cycle embodiments described hereinbefore.

From the foregoing, it can be seen that this invention provides a rotary vee engine which obviates the disadvantages of the prior art internal combustion engines and accomplishes one or more of the objects and has one or more of the desirable features delineated hereinbefore. Specifically, the vee engine of this invention provides an engine which has all of the desirable features delineated hereinbefore and not heretofore attainable.

Although this invention has been described with a certain degree of particularity, it is understood that the present disclosure has been made only by way of example and that numerous changes in the details of construction and the combination and arrangement of parts may be resorted to without departing from the spirit and the scope of this invention.

What is claimed is:

1. An internal combustion engine comprising:

a. first and second cylinder blocks rotatable about respective central longitudinal axes; said first and second cylinder blocks each having first and second ends and having a plurality of radially spaced, substantially parallel cylinders arranged for rotation about respective said central longitudinal axes; said first ends of the respective sets of cylinders being disposed toward each other, aligned, and disposed at an angle with respect to each other so as to form a vee angle a of at least and less than said first and second cylinder blocks being mounted independently of each other at their respective first ends nearest the vee angle a;

b. first and second sets of pistons disposed in respective said cylinders, a pair of aligned pistons in aligned said cylinders being connected together at said vee angle a; each said respective pair of connected pistons being rotatable and, by angular displacement, reciprocally movable within and with respect to respective cylinders as said pistons are rotated in a generally elliptical path; said pair of connected pistons maintaining their same relative position of top-on-top as they rotate with their respective cylinders; said pistons having their respective ends rotating in respective common planes and serving as respective bases against which pressure can act to displace rotation;

c. first and second cylinder heads connected, respectively, with said first and second cylinder blocks at their said second ends and rotatable therewith;

d. a plurality of respective inlet ports including at least an inlet port for intake of a combustion supporting gas for forming a combustible mixture when admixed with fuel and first means for effecting a combustible mixture of said combustion supporting gas and said fuel within respective cylinders atop respective said pistons therewithin at least by the time said piston and cylinder have attained a predetermined first position; said respective inlet port and said first means being connected with and communicating with said cylinders;

e. ignition means for igniting said combustible mixture at a predetermined second position; said ignition means being operatively in communication with the interior of said cylinders intermediate said second end of said cylinders and the top of its respective said piston at said second position for firf. a plurality of respective discharge ports for exhausting combustion products at a predetermined third position of respective said pistons and cylinders; said discharge ports being connected with and communicating with said cylinders at said third position;

g. a plurality of respective cylinder sleeves surrounding respective said pistons within respective said cylinders and said cylinder heads, each said cylinder sleeve having a plurality of ports; at least one port for aligning with said inlet port for taking in at least a part of said combustible mixture and at least one port for aligning with said discharge port for discharging said combustion products; each said cylinder sleeve being disposed about said piston and retained in the same relative position with said piston so as to retain its relative top-on-top position regardless of its position in its circular path of travel within its respective cylinder block and to rotate relative to its said cylinder head and cylinder block; and

h. power delivery means connected with said first and second cylinder blocks for delivery of power for performing useful work responsive to the combustion of a fuel within said engine.

2. The engine of claim 1 wherein said cylinder head contains a plurality of separate sets of apertures for intake of at least a portion of said combustible mixture of said combustion supporting gas and said fuel and for discharge of combustion products; and said cylinder sleeves have end plates having at least one aperture to serve as a port for aligning with said inlet port at one predetermined position and to serve as a port for aligning with said discharge port at a second predetermined position.

3. The engine of claim 2 wherein said first means includes an air inlet passageway; and each said cylinder sleeve has a skirt and also has at least one aperture in communication with said air inlet passageway and disposed in its said skirt adjacent the position of bottom dead center of its piston for taking in a fresh charge of air when uncovered by said piston.

4. An internal combustion engine comprising:

a. first and second cylinder blocks rotatable about respective central longitudinal axes; said first and second cylinder blocks each having first and second ends and having a plurality of radially spaced, substantially parallel cylinders arranged for rotation about respective said central longitudinal axes; said first ends of the respective sets of cylinders being disposed at an angle with respect to each other so as to form a vee angle a of at least and less than said first and second cylinder blocks being mounted independently of each other at their respective first ends nearest the vee angle a;

b. first and second sets of pistons disposed in respective said cylinders, a pair of aligned pistons in aligned said cylinders being connected together at said vee angle a; each said respective pair of connected pistons being rotatable and, by angular displacement, reciprocally movable within and with respect to respective cylinders as said pistons are rotated in a generally elliptical path; said pair of connected pistons maintaining their same relative position of top-on-top as they rotate with their respective cylinders; said pistons having their respective ends rotating in respective common planes and serving as respective bases against which pressure can act to displace respective cylinder heads and effect rotation;

c. first and second cylinder heads connected, respectively, with said first and second cylinder blocks at their said second ends and rotatable therewith;

d. a plurality of respective inlet ports including at least an inlet port for intake of a combustion supporting gas for forming a combustible mixture when admixed with a fuel and first means for effecting a combustible mixture of said combustion supporting gas and said fuel within respective cylinders atop respective said pistons therewithin at least by the time said piston and cylinder have attained a predetermined first position; said respective inlet port and said first means being connected with and communicating with said cylinders;

e. ignition means for igniting said combustible mixture at a predetermined second position; said ignition means being operatively in communication with the interior of said cylinders intermediate said second end of said cylinders and the top of its respective said piston at said second position for firing; said ignition means including at least one igniter disposed adjacent said second position for initiating ignition to start the engine;

f. a first fire passageway disposed adjacent and in communication with respective said cylinders at near said second position and a dead center position for conducting fire from a cylinder in which the combustible mixture is being burned to a following cylinder to ignite the combustible mixture in the following cylinder and means for timing flow of fire and fluid between respective said cylinders via said first fire passageway; said means for timing said flow being disposed intermediate respective said cylinders;

g. a plurality of respective discharge ports for exhausting combustion products at a predetermined third position of respective said pistons and cylinders; said discharge ports being connected with and communicating with said cylinders at said third position; and

h. power delivery means connected with said first and second cylinder blocks for delivery of power for performing useful work responsive to the combustion of a fuel within said engine.

5. The engine of claim 4 wherein a pressure advancing passageway is disposed adjacent and in communication with the respective said cylinders adjacent said dead center position for conducting pressure forwardly to an advance cylinder to transfer the pressure force due to combustion to a piston and cylinder having a useable effective moment arm from the dead center position to increase the efficiency of the engine and valving means for controlling flow of fluid; and, hence, pressure; forwardly to respective cylinders via said pressure advancing passageway.

6. The engine of claim 4 wherein at least one igniter means is disposed adjacent said second position for initiating ignition to start the engine; there is provided a plurality of fuel injectors, one for each cylinder so as to traverse in a circle with each said cylinder; and a cam is mounted adjacent the respective circular traverses of respective said fuel injectors near and before said second position rotationwise for effecting injection of the fuel via each said respective fuel injector as it is moved past said cam during rotation of each said cylinder block; each said cam having a control means for effecting greater interior protrusion of said cam to effect injection of a greater quantity of fuel and for effecting a retarding of said cam outwardly for injecting increasingly less fuel such that said cam and said control means can control the power and speed at which said engine runs and control enrichment of said combustible mixture for starting, allowing thereafter leaning said mixture.

7. The engine of claim 5 wherein:

a plurality of respective cylinder sleeves surround respective said pistons within respective said cylinders and said cylinder heads, each said cylinder sleeve having a plurality of ports; at least one port for aligning with said inlet port for taking in at least a part of said combustible mixture and at least one port for aligning with said discharge port for discharging said combustion products; each said cylinder sleeve being disposed about said piston and retained in the same relative position with said piston so as to retain its relative top-on-top position regardless of its position in its circular path of travel within its respective cylinder block and to rotate relative to its said cylinder head and cylinder block;

said cylinder head contains a plurality of separate sets of apertures for intake of at least a portion of said combustible mixture of said combustion sup porting gas and said fuel and for discharge of combustion products; and said cylinder sleeves have end plates having at least one aperture to serve as a port for aligning with said inlet port at one predetermined position and to serve as a port for aligning with said discharge port at a second predetermined position; and

said means for timing flow of fire and fluid between respective said cylinders via said first passageway comprises a plurality of second fire passageways in the respective cylinder sleeves to align with said first fire passageway for conducting fire rearwardly therethrough to ignite'the combustible mixture in said following cylinder.

8. The engine of claim 7 wherein said first fire passageway comprises'a plurality of flat, elongate passageways in said cylinder head for conducting fire rearwardly to a trailing cylinder, said flat elongate passageways also serving as said pressure advancing passageways and being aligned with the aperture in the end plate of the cylinder sleeve of an advance cylinder for conducting pressure forwardly to an advance cylinder to transfer the pressure forces due combustion to a piston and cylinder having a useable effective moment arm from the dead center position to increase the efficiency of the engine; and said second fire passageways in said sleeve also serve as said valving means for controlling the flow of fluid and align with said flat elongate passageway during a short angle of rotation for conducting said pressure forwardly for only a predetermined interval and thereafter block flow of said fluid and hence said pressure forwardly when beyond a useful angle of rotation with respect to said second position.

9. The engine of claim 7 wherein said'first fire passageway comprises a circular groove adjacent said cylinder sleeves to provide a ring of fire and said cylinder sleeves have large alignable apertures for communicating with said circular groove and said ring of fire for conducting fire forwardly and rearwardly to both ignite the combustible mixture in a trailing cylinder and to transfer pressure to a forward cylinder during respective angles of advance and of pressure transfer.

10. The engine of claim 1 wherein said engine has a center cavity adjacent respective said first ends of said cylinder blocks; said center cavity being vented to the atmosphere; said cylinder head contains a first inlet port for intake of air and a second inlet port for injection of fuel; said cylinder sleeves have end plates having at least one aperture to serve as a port for aligning with said first inlet port at one predetermined position and for aligning with said second inlet port at another predetermined position and each said cylinder sleeve has a skirt and also has at least one aperture disposed in its skirt near the position of bottom dead center of its piston for discharging combustion products when said piston is at a third predetermined position; said first means comprises a fuel injection system including respective fuel injectors that are connected with respective said second inlet port for injecting fuel and a source of air at superatmospheric pressure in an intake manifold that is connected with said first inlet port.

11. The engine of claim 1 wherein said engine has a center cavity adjacent respective said first ends of said cylinder block; said center cavity being vented to the atmosphere; said cylinder head contains a first inlet portfor intake of air and a second inlet port for injection of fuel; said cylinder sleeves have respective discharge ports for exhausting combustion products when uncovered by respective said pistons as they approach their bottom dead center positions; a combustion products discharge passageway is provided traversing longitudinally of each said sleeve adjacent the bottom dead center position of each said piston; said discharge passageway having sufficient longitudinal traverse to communicate interiorly of said sleeve above the top of said piston when said piston is near its said bottom dead center position and with an aperture in the side of said piston; each said piston has a longitudinally extending passageway in communication with said center cavity and has an aperture disposed on its side so as to align 19 with said combustion products discharge passageway when said pistonapproaches bottom dead center so as to vent combustion products outwardly via said center cavity; and each said discharge port through each said sleeve aligns with its said combustion products discharge passageway at least near the bottom dead center position of said piston; said first means comprises a fuel injection system including respective fuel injectors that are connected with respective said second inlet ports for injecting fuel and a source of air at superatmospheric pressure in an intake manifold that is connected with said first inlet port; and wherein each said cylinder sleeve has an end plate having an aperture for communicating, respectively, with its said second inlet port and fuel injector when said piston is near top dead center for injecting fuel and for communicating with its said first inlet port when said piston is near bottom dead center and after said piston has uncovered said discharge port for exhausting combustion products.

12. The engine of claim 1 wherein a centrifugal oil flow system is provided in said engine, in which an oil main is disposed centrally of said engine and connected with a. plurality of radially extending tributary passage ways for distributing the oil centrifugally to the respective cylinders and pistons.

13. The engine of claim 1 wherein respective fuel injectors are disposed at an interior sector of each said cylinder such that the fuel that is injected into said cylinder is passed outwardly through the air therewithin to form a better combustible mixture by centrifugal admixing of the fuel with the air.

14. The engine of claim 1 wherein said first means comprises a source of air at superatmospheric pressure connected with a plurality of air inlet ports that are located in an internal surface within each cylinder near the bottom dead center position of each said piston for admission of air and a fuel injector and fuel inlet port are provided for injecting fuel near the top dead center of each piston to effect said combustible mixture near said top dead center position immediately before ignition thereof to minimize detonation tendencies.

15. The engine of claim 14 wherein said source of air at superatmospheric pressure comprises an axial compressor having rotors connected with respective said cylinder blocks; said air inlet ports are disposed in respective said cylinders; and said cylinders have cylinder sleeves that maintain their same relative top-on-top position and have apertures that align with said air inlet ports.

16. The engine of claim 14 wherein said source of air comprises a housing defining a center cavity and having air at superatmospheric pressure therewithin; said cylinders have cylinder sleeves that maintain their same relative top-on-top position and have air inlet apertures; a shroud is disposed about each said sleeve; each said shroud having an air passageway; each said piston has a longitudinally extending passageway in communication with said center cavity and has an aperture disposed on its side so as to align with said air passageway of said shroud; and said air inlet aperture through said sleeve aligns with said air passageway at least near the bottom dead center position of said piston; and wherein each said cylinder sleeve has an end plate having an aperture for communicating, respectively, with its said fuel injector near top dead center for injecting fuel and for communicating with its said discharge port before said piston reaches bottom dead center for exhausting combustion products.

17. The engine of claim 12 wherein an impeller is provided for effecting high pressure discharge oil at the periphery of said engine responsive to rotation thereof for effecting a recirculation of said oil.

18. The engine of claim 14 wherein said source of air comprises a housing defining a center cavity and having air at superatmospheric pressure therewithin; said cylinders have cylinder sleeves that maintain their same relative top-on-top position; each said piston has a longitudinally extending passageway in communication with said center cavity and has an aperture disposed on its side so as to communicate with said longitudinally extending passageway and air inlet passageways traversing longitudinally of respective said sleeves, said air inlet passageways having an interior end disposed to align with said aperture through the side of each said piston and having sufficient longitudinal traverse and an exterior end that communicates interiorly of said sleeve above the top of said piston when said interior end communicates with said aperture in said piston so as to allow flow of air from said center cavity into said cylinder sleeve above said piston when said piston is at the bottom dead center position; and wherein each said cylinder sleeve has an end plate having an aperture for communicating, respectively, with its said fuel injector near top dead center for injecting fuel and for communicating with its said discharge port before said piston reaches bottom dead center for exhausting combustion products.

19. An internal combustion engine comprising:

a. first and second cylinder blocks rotatable about respective central longitudinal axes; said first and second cylinder blocks each having first and second ends and having a plurality of radially spaced, substantially parallel cylinders arranged for rotation about respective said central longitudinal axes; said first ends of the respective sets of cylinders being disposed toward each other, aligned, and disposed at an angle with respect to each other so as to form a vee angle a of at least and less than said first and second cylinder blocks being mounted independently of each other at their respective first ends nearest the vee angle a;

b. first and second sets of pistons disposed in respective said cylinders, a pair of aligned pistons in aligned said cylinders being connected together at said vee angle o each said respective pair of connected pistons being rotatable and, by angular displacement, reciprocally movable within and with respect to respective cylinders as said pistons are rotated in a generally elliptical path; said pair of connected pistons maintaining their same relative position of top-on-top as they rotate with their respective cylinders; said pistons having their respective ends rotating in respective common planes and serving as respective bases against which pressure can act to displace respective cylinder heads and effect rotation;

c. first and second cylinder heads connected, respectively, with said first and second cylinder blocks at their said second ends and rotatable therewith;

d. a plurality of respective inlet ports including at least an inlet port for intake of a combustion supporting gas for forming a combustible mixture when admixed with a fuel and first means for effecting a combustible mixture of saidcombustion supporting gas and said fuel within respective cylinders atop respective said pistons therewithin at least by the time said piston and cylinder have attained a predetermined first position; said respective inlet port and said first means being connected with and communicating with said cylinders;

. ignition means for igniting said combustible mixture at a predetermined second position; said ignition means being operatively in communication with the interior of said cylinders intermediate said second end of said cylinders and the top of its respective said piston at said second position for firmg;

. a pressure advancing passageway disposed adjacent and in communication with the respective said cylinders at near said second position and a dead center position for conducting pressure forwardly from a cylinder in which the combustible mixture is g. a plurality of respective discharge ports for exhausting combustion products at a predetermined third position of respective said pistons and cylinders; said discharge ports being connected with and communicating with said cylinders at said third po sition; and

h. power delivery means connected with said first and second cylinder blocks for delivery of power for performing useful work responsive to the combustion of said fuel within said engine. 

1. An internal combustion engine comprising: a. first and second cylinder blocks rotatable about respective central longitudinal axes; said first and second cylinder blocks each having first and second ends and having a plurality of radially spaced, substantially parallel cylinders arranged for rotation about respective said central longitudinal axes; said first ends of the respective sets of cylinders being disposed toward each other, aligned, and disposed at an angle with respect to each other so as to form a vee angle Alpha of at least 90* and less than 180*; said first and second cylinder blocks being mounted independently of each other at their respective first ends nearest the vee angle Alpha ; b. first and second sets of pistons disposed in respective said cylinders, a pair of aligned pistons in aligned said cylinders being connected together at said vee angle Alpha ; each said respective pair of connected pistons being rotatable and, by angular displacement, reciprocally movable within and with respect to respective cylinders as said pistons are rotated in a generally elliptical path; said pair of connected pistons maintaining their same relative position of top-on-top as they rotate with their respective cylinders; said pistons having their respective ends rotating in respective common planes and serving as respective bases against which pressure can act to displace rotation; c. first and second cylinder heads connected, respectively, with said first and second cylinder blocks at their said second ends and rotatable therewith; d. a plurality of respective inlet ports including at least an inlet port for intake of a combustion supporting gas for forming a Combustible mixture when admixed with fuel and first means for effecting a combustible mixture of said combustion supporting gas and said fuel within respective cylinders atop respective said pistons therewithin at least by the time said piston and cylinder have attained a predetermined first position; said respective inlet port and said first means being connected with and communicating with said cylinders; e. ignition means for igniting said combustible mixture at a predetermined second position; said ignition means being operatively in communication with the interior of said cylinders intermediate said second end of said cylinders and the top of its respective said piston at said second position for firing; f. a plurality of respective discharge ports for exhausting combustion products at a predetermined third position of respective said pistons and cylinders; said discharge ports being connected with and communicating with said cylinders at said third position; g. a plurality of respective cylinder sleeves surrounding respective said pistons within respective said cylinders and said cylinder heads, each said cylinder sleeve having a plurality of ports; at least one port for aligning with said inlet port for taking in at least a part of said combustible mixture and at least one port for aligning with said discharge port for discharging said combustion products; each said cylinder sleeve being disposed about said piston and retained in the same relative position with said piston so as to retain its relative top-on-top position regardless of its position in its circular path of travel within its respective cylinder block and to rotate relative to its said cylinder head and cylinder block; and h. power delivery means connected with said first and second cylinder blocks for delivery of power for performing useful work responsive to the combustion of a fuel within said engine.
 2. The engine of claim 1 wherein said cylinder head contains a plurality of separate sets of apertures for intake of at least a portion of said combustible mixture of said combustion supporting gas and said fuel and for discharge of combustion products; and said cylinder sleeves have end plates having at least one aperture to serve as a port for aligning with said inlet port at one predetermined position and to serve as a port for aligning with said discharge port at a second predetermined position.
 3. The engine of claim 2 wherein said first means includes an air inlet passageway; and each said cylinder sleeve has a skirt and also has at least one aperture in communication with said air inlet passageway and disposed in its said skirt adjacent the position of bottom dead center of its piston for taking in a fresh charge of air when uncovered by said piston.
 4. An internal combustion engine comprising: a. first and second cylinder blocks rotatable about respective central longitudinal axes; said first and second cylinder blocks each having first and second ends and having a plurality of radially spaced, substantially parallel cylinders arranged for rotation about respective said central longitudinal axes; said first ends of the respective sets of cylinders being disposed at an angle with respect to each other so as to form a vee angle Alpha of at least 90* and less than 180*; said first and second cylinder blocks being mounted independently of each other at their respective first ends nearest the vee angle Alpha ; b. first and second sets of pistons disposed in respective said cylinders, a pair of aligned pistons in aligned said cylinders being connected together at said vee angle Alpha ; each said respective pair of connected pistons being rotatable and, by angular displacement, reciprocally movable within and with respect to respective cylinders as said pistons are rotated in a generally elliptical path; said pair of connected pistons maintaining their same relative position of top-on-top as they rotate with their respective cylinders; said pistons having their respective ends rotating in respective common planes and serving as respective bases against which pressure can act to displace respective cylinder heads and effect rotation; c. first and second cylinder heads connected, respectively, with said first and second cylinder blocks at their said second ends and rotatable therewith; d. a plurality of respective inlet ports including at least an inlet port for intake of a combustion supporting gas for forming a combustible mixture when admixed with a fuel and first means for effecting a combustible mixture of said combustion supporting gas and said fuel within respective cylinders atop respective said pistons therewithin at least by the time said piston and cylinder have attained a predetermined first position; said respective inlet port and said first means being connected with and communicating with said cylinders; e. ignition means for igniting said combustible mixture at a predetermined second position; said ignition means being operatively in communication with the interior of said cylinders intermediate said second end of said cylinders and the top of its respective said piston at said second position for firing; said ignition means including at least one igniter disposed adjacent said second position for initiating ignition to start the engine; f. a first fire passageway disposed adjacent and in communication with respective said cylinders at near said second position and a dead center position for conducting fire from a cylinder in which the combustible mixture is being burned to a following cylinder to ignite the combustible mixture in the following cylinder and means for timing flow of fire and fluid between respective said cylinders via said first fire passageway; said means for timing said flow being disposed intermediate respective said cylinders; g. a plurality of respective discharge ports for exhausting combustion products at a predetermined third position of respective said pistons and cylinders; said discharge ports being connected with and communicating with said cylinders at said third position; and h. power delivery means connected with said first and second cylinder blocks for delivery of power for performing useful work responsive to the combustion of a fuel within said engine.
 5. The engine of claim 4 wherein a pressure advancing passageway is disposed adjacent and in communication with the respective said cylinders adjacent said dead center position for conducting pressure forwardly to an advance cylinder to transfer the pressure force due to combustion to a piston and cylinder having a useable effective moment arm from the dead center position to increase the efficiency of the engine and valving means for controlling flow of fluid; and, hence, pressure; forwardly to respective cylinders via said pressure advancing passageway.
 6. The engine of claim 4 wherein at least one igniter means is disposed adjacent said second position for initiating ignition to start the engine; there is provided a plurality of fuel injectors, one for each cylinder so as to traverse in a circle with each said cylinder; and a cam is mounted adjacent the respective circular traverses of respective said fuel injectors near and before said second position rotationwise for effecting injection of the fuel via each said respective fuel injector as it is moved past said cam during rotation of each said cylinder block; each said cam having a control means for effecting greater interior protrusion of said cam to effect injection of a greater quantity of fuel and for effecting a retarding of said cam outwardly for injecting increasingly less fuel such that said cam and said control means can control the power and speed at which said engine runs and control enrichment of said combustible mixture for starting, allowing thereafter leaning said mixture.
 7. The engine of claim 5 wherein: a plurality of respective cylinder sleeves surround respective said pistons within Respective said cylinders and said cylinder heads, each said cylinder sleeve having a plurality of ports; at least one port for aligning with said inlet port for taking in at least a part of said combustible mixture and at least one port for aligning with said discharge port for discharging said combustion products; each said cylinder sleeve being disposed about said piston and retained in the same relative position with said piston so as to retain its relative top-on-top position regardless of its position in its circular path of travel within its respective cylinder block and to rotate relative to its said cylinder head and cylinder block; said cylinder head contains a plurality of separate sets of apertures for intake of at least a portion of said combustible mixture of said combustion supporting gas and said fuel and for discharge of combustion products; and said cylinder sleeves have end plates having at least one aperture to serve as a port for aligning with said inlet port at one predetermined position and to serve as a port for aligning with said discharge port at a second predetermined position; and said means for timing flow of fire and fluid between respective said cylinders via said first passageway comprises a plurality of second fire passageways in the respective cylinder sleeves to align with said first fire passageway for conducting fire rearwardly therethrough to ignite the combustible mixture in said following cylinder.
 8. The engine of claim 7 wherein said first fire passageway comprises a plurality of flat, elongate passageways in said cylinder head for conducting fire rearwardly to a trailing cylinder, said flat elongate passageways also serving as said pressure advancing passageways and being aligned with the aperture in the end plate of the cylinder sleeve of an advance cylinder for conducting pressure forwardly to an advance cylinder to transfer the pressure forces due combustion to a piston and cylinder having a useable effective moment arm from the dead center position to increase the efficiency of the engine; and said second fire passageways in said sleeve also serve as said valving means for controlling the flow of fluid and align with said flat elongate passageway during a short angle of rotation for conducting said pressure forwardly for only a predetermined interval and thereafter block flow of said fluid and hence said pressure forwardly when beyond a useful angle of rotation with respect to said second position.
 9. The engine of claim 7 wherein said first fire passageway comprises a circular groove adjacent said cylinder sleeves to provide a ring of fire and said cylinder sleeves have large alignable apertures for communicating with said circular groove and said ring of fire for conducting fire forwardly and rearwardly to both ignite the combustible mixture in a trailing cylinder and to transfer pressure to a forward cylinder during respective angles of advance and of pressure transfer.
 10. The engine of claim 1 wherein said engine has a center cavity adjacent respective said first ends of said cylinder blocks; said center cavity being vented to the atmosphere; said cylinder head contains a first inlet port for intake of air and a second inlet port for injection of fuel; said cylinder sleeves have end plates having at least one aperture to serve as a port for aligning with said first inlet port at one predetermined position and for aligning with said second inlet port at another predetermined position and each said cylinder sleeve has a skirt and also has at least one aperture disposed in its skirt near the position of bottom dead center of its piston for discharging combustion products when said piston is at a third predetermined position; said first means comprises a fuel injection system including respective fuel injectors that are connected with respective said second inlet port for injecting fuel and a source of air at superatmospheric pressure in an intake manifold that is connected with said first inlet port.
 11. The engine of claim 1 wherein said engine has a center cavity adjacent respective said first ends of said cylinder block; said center cavity being vented to the atmosphere; said cylinder head contains a first inlet port for intake of air and a second inlet port for injection of fuel; said cylinder sleeves have respective discharge ports for exhausting combustion products when uncovered by respective said pistons as they approach their bottom dead center positions; a combustion products discharge passageway is provided traversing longitudinally of each said sleeve adjacent the bottom dead center position of each said piston; said discharge passageway having sufficient longitudinal traverse to communicate interiorly of said sleeve above the top of said piston when said piston is near its said bottom dead center position and with an aperture in the side of said piston; each said piston has a longitudinally extending passageway in communication with said center cavity and has an aperture disposed on its side so as to align with said combustion products discharge passageway when said piston approaches bottom dead center so as to vent combustion products outwardly via said center cavity; and each said discharge port through each said sleeve aligns with its said combustion products discharge passageway at least near the bottom dead center position of said piston; said first means comprises a fuel injection system including respective fuel injectors that are connected with respective said second inlet ports for injecting fuel and a source of air at superatmospheric pressure in an intake manifold that is connected with said first inlet port; and wherein each said cylinder sleeve has an end plate having an aperture for communicating, respectively, with its said second inlet port and fuel injector when said piston is near top dead center for injecting fuel and for communicating with its said first inlet port when said piston is near bottom dead center and after said piston has uncovered said discharge port for exhausting combustion products.
 12. The engine of claim 1 wherein a centrifugal oil flow system is provided in said engine, in which an oil main is disposed centrally of said engine and connected with a plurality of radially extending tributary passageways for distributing the oil centrifugally to the respective cylinders and pistons.
 13. The engine of claim 1 wherein respective fuel injectors are disposed at an interior sector of each said cylinder such that the fuel that is injected into said cylinder is passed outwardly through the air therewithin to form a better combustible mixture by centrifugal admixing of the fuel with the air.
 14. The engine of claim 1 wherein said first means comprises a source of air at superatmospheric pressure connected with a plurality of air inlet ports that are located in an internal surface within each cylinder near the bottom dead center position of each said piston for admission of air and a fuel injector and fuel inlet port are provided for injecting fuel near the top dead center of each piston to effect said combustible mixture near said top dead center position immediately before ignition thereof to minimize detonation tendencies.
 15. The engine of claim 14 wherein said source of air at superatmospheric pressure comprises an axial compressor having rotors connected with respective said cylinder blocks; said air inlet ports are disposed in respective said cylinders; and said cylinders have cylinder sleeves that maintain their same relative top-on-top position and have apertures that align with said air inlet ports.
 16. The engine of claim 14 wherein said source of air comprises a housing defining a center cavity and having air at superatmospheric pressure therewithin; said cylinders have cylinder sleeves that maintain their same relative top-on-top position and have air inlet apertures; a shroud is disposed about each said sleeve; each said shroud having an air passageway; each said piston has a longitudinally extending Passageway in communication with said center cavity and has an aperture disposed on its side so as to align with said air passageway of said shroud; and said air inlet aperture through said sleeve aligns with said air passageway at least near the bottom dead center position of said piston; and wherein each said cylinder sleeve has an end plate having an aperture for communicating, respectively, with its said fuel injector near top dead center for injecting fuel and for communicating with its said discharge port before said piston reaches bottom dead center for exhausting combustion products.
 17. The engine of claim 12 wherein an impeller is provided for effecting high pressure discharge oil at the periphery of said engine responsive to rotation thereof for effecting a recirculation of said oil.
 18. The engine of claim 14 wherein said source of air comprises a housing defining a center cavity and having air at superatmospheric pressure therewithin; said cylinders have cylinder sleeves that maintain their same relative top-on-top position; each said piston has a longitudinally extending passageway in communication with said center cavity and has an aperture disposed on its side so as to communicate with said longitudinally extending passageway and air inlet passageways traversing longitudinally of respective said sleeves, said air inlet passageways having an interior end disposed to align with said aperture through the side of each said piston and having sufficient longitudinal traverse and an exterior end that communicates interiorly of said sleeve above the top of said piston when said interior end communicates with said aperture in said piston so as to allow flow of air from said center cavity into said cylinder sleeve above said piston when said piston is at the bottom dead center position; and wherein each said cylinder sleeve has an end plate having an aperture for communicating, respectively, with its said fuel injector near top dead center for injecting fuel and for communicating with its said discharge port before said piston reaches bottom dead center for exhausting combustion products.
 19. An internal combustion engine comprising: a. first and second cylinder blocks rotatable about respective central longitudinal axes; said first and second cylinder blocks each having first and second ends and having a plurality of radially spaced, substantially parallel cylinders arranged for rotation about respective said central longitudinal axes; said first ends of the respective sets of cylinders being disposed toward each other, aligned, and disposed at an angle with respect to each other so as to form a vee angle Alpha of at least 90* and less than 180*; said first and second cylinder blocks being mounted independently of each other at their respective first ends nearest the vee angle Alpha ; b. first and second sets of pistons disposed in respective said cylinders, a pair of aligned pistons in aligned said cylinders being connected together at said vee angle Alpha ; each said respective pair of connected pistons being rotatable and, by angular displacement, reciprocally movable within and with respect to respective cylinders as said pistons are rotated in a generally elliptical path; said pair of connected pistons maintaining their same relative position of top-on-top as they rotate with their respective cylinders; said pistons having their respective ends rotating in respective common planes and serving as respective bases against which pressure can act to displace respective cylinder heads and effect rotation; c. first and second cylinder heads connected, respectively, with said first and second cylinder blocks at their said second ends and rotatable therewith; d. a plurality of respective inlet ports including at least an inlet port for intake of a combustion supporting gas for forming a combustible mixture when admixed with a fuel and first means for effecting a combustible mixture of said combustion supporting gas and said fUel within respective cylinders atop respective said pistons therewithin at least by the time said piston and cylinder have attained a predetermined first position; said respective inlet port and said first means being connected with and communicating with said cylinders; e. ignition means for igniting said combustible mixture at a predetermined second position; said ignition means being operatively in communication with the interior of said cylinders intermediate said second end of said cylinders and the top of its respective said piston at said second position for firing; f. a pressure advancing passageway disposed adjacent and in communication with the respective said cylinders at near said second position and a dead center position for conducting pressure forwardly from a cylinder in which the combustible mixture is being burned adjacent said dead center position to an advance cylinder to transfer the pressure force due to combustion to a piston and cylinder having a useable effective moment arm from the dead center position to increase the efficiency of the engine and valving means for controlling flow of fluid; and, hence, pressure; forwardly to respective cylinders via said pressure advancing passageway; g. a plurality of respective discharge ports for exhausting combustion products at a predetermined third position of respective said pistons and cylinders; said discharge ports being connected with and communicating with said cylinders at said third position; and h. power delivery means connected with said first and second cylinder blocks for delivery of power for performing useful work responsive to the combustion of said fuel within said engine. 